Car-truck.



P 16 ted .I- I ll I899. F. E. CANDA. a n

GAB TRUCK.

(Application filed Jan. 9, 1899.)

No Model.)

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UNITE STATES PATENT DFF CE.

FERDINAND E. OANDA, OF NEW YORK, N. Y.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 628,576, dated July 11, 1899.

Application filed. January 9, 18 9. Serial No. 701582. (No model.)

To all whom it may concern.-

Be it known that I, FERDINAND E. CANDA, a citizen of the United States, residing in the borough of Manhattan, in the'county of New York, city of New York, and State of New York, have invented certain new and useful Improvements in Car-Trucks; and I do here by declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates generally to improvements in car-trucks, and particularly to improvements in car -trucks of the diamond type; and it consists in the novel construction of the inverted bars and yoke-bars.

The objects of myinvention are to improve the construction of the yoke-bars of cartrucks, so that they may be stronger and stifier than the yoke-bars now employed, and to improve the method of connecting such yoke-bars to the inverted bars. These objects are attained in the car-truck herein described and illustrated in the drawings which accompany and form a part of this specification, in which the same reference-numerals indicate the same or corresponding parts, and in Which' Figure 1 is a side elevation of a diamond car-truck constructed in accordance with my invention. Fig. 2 is a transverse section of one of the arclrbars and one of the inverted bars taken through the center of one of the oil-box-bolt holes and showing the section of said bars. Fig. 3 is aplan view of the yoke and tie bars with portions of the two inverted bars. Fig. 4 is a detail transverse section of one of the yoke-bars, taken on the line a: so of Fig. 3; and Fig. 5 is a detail view showing the manner of connecting the yoke-bars and inverted bars.

Referring now to the drawings, 1 is an archbar of one side frame of a diamond truck; 2, an inverted bar; 3, the end transom; 4 4, the columns, which in this case are integral with the end transom 3; 5 5, the columirbolts; 6, the tie-bar; 7 7, the yoke-bars; 8 8, the oilboxes; 9 9, the oil-box bolts, and 10 the truckbolster.

The arch-bar andinverted bar are channelbars, as shown particularly in Fig. 2 and, as

in the car.

'to the inverted bars, in Fig. 3 and as indicated in dotted lines in Fig. l. The flanges of the arch-bar project upward and the flanges ofthe inverted bar project downward, so that the adjacent surfaces of said bars where they come together over the oil-boxes and the surface presented by the inverted bar to the end transom are flat.

The holes for the column-bolts and oil-box bolts are situated in the Webs of the bars, and hence absorb only a very small portion of the sectional area of the bars as compared with the sectional area which would be absorbed by bolt-holes of the same size in rectangular bars of equal strength. The flanges also stiffen the arch-bar and prevent it from buckling under the compression produced by load It is thus rendered permissible to use proportionately lighter arch-bars than would be permissible were said bars of rectangular section.

The yoke-bars 7 7 are U shaped at the ends, as shown particularly in Fig. 5, and thus interlock with the inverted bars. The tie-bars are beneath the yoke and inverted bars, as is customary.

Yoke-bars of car-trucks are subjected both to tensile and compressive stresses. Heretofore such bars have been made flat, and in order to give them the stiffness necessary to enable them to resist the tendency to buckle under compressive stresses it has been necessary to make them very much thicker and heavier than would be necessary to enable them to resist the compressive stresses to which they are subjected did not the tendency to buckle exist and than is necessary to enable them to resist the tensile stresses to which they are subjected. In order to avoid the use of such unnecessarily heavy yokebars, I dish the bars between their points of connection to the side frames and their points of crossing, as shown in Figs. 3 and 4. By this means a comparatively light yoke-baris made as stiff as or stiffer than the much heavier bars commonly employed, and the strength of the bar need be only that required to enable it to resist the tensile and compressive stresses to which it is exposed, neglecting any tendency to buckle. By this means the weight of the truck is materially decreased.

Instead of making the arch-bar of channelsection throughout it may be made of channel-section only in those portions where otherwise buckling is likely to take place-viz., in the portions between the columns and the oil-boxes. A portion of an arch-bar so made is shown in Fig. 6. .The flanges may be bent up from flat plates of proper shape by means of dies.

Having thus completely described my in vention, What I claim, and desire to-secure by Letters Patent, is-

1. In a car-truck, the

combination, with side fran1es,of diagonallyarranged yoke-bars connecting said frames, which are dished between said frames and their points of intersection, to increase their stiffness, substantially as described.

2. In a diamond car-truclgthe combination, with side frames having inverted bars of channel-section, of yoke-bars connecting the side framesand provided with U shaped ends interlocking with the channel-shaped inverted bars, substantially as described.

In testimony whereof I hereunto affix my signature in the presence of two Witnesses.

FERDINAND E. OANDA.

Witnesses:

H. M. MARBLE, M. MARBLE. 

